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(No Model.) 2 Sheets-Sheet 1. F. C. WEIR & N. 0. GOLDSMITH.

CABLE AND RAILWAY CROSSING.

Patented May 13, 1890.

me News versus ca, vnovvmn n.. wnsmnn (No Model.) 2 sheets-#sheet 2. vF. C. WEIR 8v N. 0. GOLDSMITH.

CABLE AND RAILWAY CROSSING.

Patented May 13, 1890.

RVU DI me noms ravens co., moruwu., wAsHmnrare, n. c.

UNITED STATES PATENT OEEicE.

FREDRIC C. lVEIR AND NATHANIEL O. GOIIDSMITII, OF CINCINNATI, OHIO, ASSIGNORS TO TIIE VEIR FROG COMPANY, OF SAME PLACE.

CABLE AND RAILWAY CROSSING.

SPECIFICATION forming part of Letters Patent No. 428,028, dated May 13, 1890.

Application filed May 24, 1888. Serial No. 274,9 12x (No model.)

To all whom, it may concern:

Be it known that we, FREDRIC C. \VEIR and NATHANIEL O. GoLDsMITH, ot Cincinnati, 4in the county of Hamilton and State of Ohio,

have invented certain new and useful Iniprovements in Cable and Railway Crossings, of which the following is a specification.

Our invention relates to a combined cable and railway crossing.

rc The object of this invention isito provide a strong, durable, and effective crossing.

The features of our invention will be fully set forth in the description of the accompanying drawings, making a part of this specilicar 5 tion, in which- Figure l is a top plan view of one side of the crossing in section, with the head of the crossing removed at one end, Fig. 2 is a section on line a2, Fig. l; Fig. 3 is a section on zo line y y, Fig. 2. Fig. 4 is a detached view showing the crossing-rail in elevation and one of the slot-rails in section. Fig. 5 is a sectional top plan view of a modied form of connecting the T-rails to the slot-rails. Fig.

6 is a modiiication of Fig. 2. Fig. 7 is a section on line z z, Fig. G. Fig. 8 isa detail view of one of the guards.

l 2 represent the slot-rails. l

S represents the girder or street-railway 3o rails. u

4 represents the T-rail crossing the slot and street-railway rails. In order to fit this crossing-rail with the slot-rails l and 2, we notch the slot-rails and bevel oft the inner ends of rails 4, as shown at 5 in Fig. 4, thus projecting the rail on each side tothe inner edges of the tread of the rails forming the slot. This serves two purposes: first, it strengthens the head of the slot-rails, and, second, it relieves the slot-rails vfrom wear from the crossing wheels.

S represents a filling-bloclgwhich serves as a guard to prevent the grip from catching the cross-rail. It is provided with two notches,

a forming the tramway and l) to tit the bevel end 5 of the T-rail.

In Fig. 5 we have shown the rail 4 fitted to the outside of the web of the slot-rails.

7 represents knee-brace for joining the rail 5o 4 to the slot-rails by means of bolts 9.

The T-rail 4 is cut into sections, as shown in Figs. l, 2, and G, and fitted to the girderrails 3 at one end and to the slot-rails l and 2 at the other end of said section. In order to firmly hold these rails in position, we provide girdersl2, which are preferably I-beams, made in section and tied together by a bar ll, riveted to the under side of the I-beams. IVe have shown two ways of forming girders to support said rails. In Fig. 2 we have shown 6o the girder supported by transverse beams 13, which maybe employed, if desired. The said supporting-beams are securely held together by tie-bars 1l, on which the I-beams l2 are supported, and parts 1l, l2, and 13 are se- 65 curely riveted together. Between the sections of girder l2 is a space l5 to allow the cable and grip to pass.

In practice the steam-rails are from four to live inches in depth, and thc slot-rails are 7o about six inches deep and about halt' an inch thick. The notching outl of the slot-rails to receive the web and head ot the steam-rails is so great that the slot-rails or Z-rails practically have no vertical and supporting strength, while, on the contrary, the steamrails, being so much thicker, are very strong and capable of sustaining the weight and strain ot both rails; hence by our construetion the Z-rail is relieved from all vertical 8o support of the steam-rail, and the steam-rail is made to sustain all the weight put vertically npon the Z-rail at the crossing-point.

This construction is important in that the head of the Z or slot rail being cut away it does not in any manner support the steamrail'. The whole structure is supported by a substructure underneath the steam-rails and the Z-rails securely braced to the steam-rails, so that the latter support the slot-rails.

Having described our invention, what we claim is- A l. Arailway-cable crossing composed of the T-rail cut in sections and litting the slot-rails and train-rails and supported by the continu- 9 5 ous girderl2, having the cable-space l5, substantially as herein specified.

2. In a combined cable and railway crossing, the slot or Z rails gained to receive the head and web of the T-rails, which are inrco serted in said notches :ind secured to said T- rails, snbstmitinlly as specified.

3. A milwniy-crossingI composed substantially of the rails l, 2, :nid I5 and the T-rziil i, notched and connected together :1nd snpported by the continuons gil-dcr l2, bolted to the linnges of the T-rnil, provided with recesses 15 and the transverse girders lf3, substantially :is herein specified.

et. A railway-cable crossing com posed of.' the Truils fitted and bolted to the slot-rails and supported by girder l 2, :ind the notched guardbnr 8, secured to the under side of the head of the slot-rails, substantially :is specified.

5. In :t eolnbined rnilwnynnd cable crossing, the combination, with the crossing-mils, of slotrnils notched to receive the crossingrniis, which are beveled :1nd inserted in szlid notched slot-rails, with the tops of said erossing-mils :ind slotfrztls in the seine plone, snb- 2o stnntinlly as described.

In :L combined railway and cable crossing, the combination, with the crossing-rails, of the slot-mils `gained to receive the heads of the crossing-rails, the tops of which slot-rails and crossing-rails are in the sat-ine plane, the notch or gnin of the slot-rails being` snftieiently wider than the crossing-rails to form :L tlangewzty within the notch on one side ot' the head of the crossing-rail, substantially as 3o described.

In testimony whereof wehnve hereunto set our hands.

FREDRIC C. lVEIll. NATIIANIEL O. GOLDSMITH. Witnesses:

ld. E. Woon, J. WATSON Suis. 

